Automated sequential transmissions

ABSTRACT

A driveline assembly for a recreational vehicle may include an engine and an automated sequential transmission

CROSS-REFERENCE TO RELATED APPLICATION

This application is a divisional of U.S. patent application Ser. No.16/933,076, filed Jul. 20, 2020, which claims the benefit of U.S.Provisional Patent Application No. 62/879,161, filed Jul. 26, 2019,titled AUTOMATED SEQUENTIAL TRANSMISSIONS, the entire disclosures ofwhich are expressly incorporated by reference herein.

FIELD OF THE DISCLOSURE

The present application relates to transmissions and, more particularly,to automated sequential transmissions.

BACKGROUND OF THE DISCLOSURE

In some instances, a vehicle may include an engine and a transmissionoperably coupled to the front and/or rear wheels to provide motive powerto drive the vehicle. The engine may have a plurality of cylinders andis configured to provide a maximum horsepower based on the parametersand specifications of the vehicle. The engine is operably coupled to thetransmission.

The automated sequential transmission (AST) is configured as a manualtransmission that shifts between or changes gears through sensors,pneumatics, and/or actuators rather than a clutch pedal. Further, theAST is configured to shift through the gears sequentially (e.g., one ata time). For example, the AST may include multiple different gear ratiosand positions, and the AST sequentially switches from a first gearposition to a second gear position then to a third gear position and soon. In some examples, due to the sequential nature of the AST, a failurecaused by the second gear position may prevent the vehicle fromswitching from the first gear position to the third gear position. Assuch, there is a need for an improvement to the traditional AST systemsto allow smooth transitions between different gear positions.

SUMMARY OF THE DISCLOSURE

In an exemplary embodiment of the present disclosure, an automaticsequential transmission (AST) is provided. The AST comprises a shiftfork moveable between a plurality of gear shift positions, a first drumoperably coupled to the shift fork and configured to move between theone or more gear shift positions based on a control input, and a seconddrum operably coupled to the first drum and the shift fork, wherein thesecond drum is configured to move between a first position and a secondposition relative to the first drum based on the shift fork encounteringa block-out event.

In some examples, the AST further comprises a biasing member, thebiasing member biasing the second drum towards the first position. Insome instances, the biasing member is supported by the first drum. Insome variations, the second drum is a sleeve and the first drum isreceived in an interior of the second drum. In some examples, the shiftfork is operatively coupled to the first drum and the second drumthrough a pin. In some instances, the pin is positioned in a first trackof the first drum and a second track of the second drum. In somevariations, the first drum rotates around an axis based on the controlinput indicating a change from a first gear shift position to a secondgear shift position. In some instances, the second drum translates alongthe axis in response to the first actuator rotating around the axis andthe occurrence of the block-out event.

In some examples, the AST further comprises an interface operablycoupled to the shift fork. The interface is able to engage a first gearcorresponding to the first gear shift position and a second gearcorresponding to the second gear shift position in response to thecontrol input indicating a gear shift change. The block-out event occursin response to the interface failing to engage the first gear or thesecond gear in response to the control input indicating the gear shiftchange. In some instances, the interface comprises one or more dogpockets. Further, each of the first gear and the second gear compriseone or more shift pegs. Also, the block-out event occurs based on theone or more dog pockets failing to engage with the one or more shiftpegs of the first gear or the second gear.

In another exemplary embodiment of the present disclosure, an automaticsequential transmission (AST) is provided. The AST comprises a shiftfork configured to select an operational gear through a translationalong a first direction, a first actuator operably coupled to the shiftfork, wherein the first actuator rotates around an axis oriented alongthe first direction based on a control input indicating a change from afirst gear shift position to a second gear shift position, and a secondactuator operably coupled to the first actuator and the shift fork,wherein the second actuator translates horizontally on the axis inresponse to the first actuator rotating around the axis.

In some instances, the first actuator is a first drum and the secondactuator is a second drum. In some examples, the AST further comprises abiasing member. The biasing member biases the second drum towards afirst position relative to the first drum. In some variations, thebiasing member is supported by the first drum. In some instances, thesecond drum is a sleeve and the first drum is received in an interior ofthe second drum. In some examples, the shift fork is operatively coupledto the first drum and the second drum through a pin. In some variations,the pin is positioned in a first track of the first drum and a secondtrack of the second drum.

In another exemplary embodiment of the present disclosure, an automaticsequential transmission (AST) is provided. The AST comprises a pluralityof gears, wherein the plurality of gears are selectable to provide aplurality of gear ratios, a first rotating member operatively coupled toa first subset of the plurality of gears and configured to rotatebetween a plurality of high speed gear shift positions, and a secondrotating member operatively coupled to a second subset of the pluralityof gears and configured to rotate between a plurality of low speed gearshift positions.

In some instances, the AST further comprises a first shiftable memberoperably coupled to the first rotating member. The first shiftablemember comprises a first interface that engages with a reverse gear, ofthe first subset of the plurality of gears, in response to the firstrotating member being in a reverse gear shift position, of the pluralityof high speed gear shift positions. In some examples, the firstinterface disengages with the reverse gear in response to the firstrotating member moving from the reverse gear shift position, of theplurality of high speed gear shift positions, to a different gear shiftposition. In some variations, the first interface of the first shiftfork engages with a first forward gear, of the first subset of theplurality of gears, in response to the first rotating member being in afirst forward gear shift position, of the plurality of high speed gearshift positions.

In some instances, the first interface of the first shift forkdisengages with the first forward gear, of the first subset of theplurality of gears, in response to the first rotating member moving fromthe first forward gear shift position, of the plurality of high speedgear shift positions, to a different gear shift position. In someexamples, the AST further comprises a second shiftable member operablycoupled to the second rotating member. The second shiftable membercomprises a second interface that engages with a park gear, of thesecond subset of the plurality of gears, in response to the secondrotating member being in a park gear shift position, of the plurality oflow speed gear shift positions.

In some variations, the second interface disengages with the park gear,of the second subset of the plurality of gears, in response to thesecond rotating member moving from the park gear shift position, of theplurality of low speed gear shift positions, to a different gear shiftposition. In some instances, the second interface of the second shiftfork engages with a neutral gear, of the second subset of the pluralityof gears, in response to the second rotating member being in a neutralgear shift position, of the plurality of low speed gear shift positions.In some examples, the second interface of the second shift forkdisengages with the neutral gear, of the second subset of the pluralityof gears, in response to the second rotating member moving from theneutral gear shift position, of the plurality of low speed gear shiftpositions, to a different gear shift position.

In some examples, the first subset of the plurality of gears comprises areverse gear, a first forward gear, a second forward gear, a thirdforward gear, a fourth forward gear, and a fifth forward gear. Theplurality of high speed gear shift positions comprises a reverse gearshift position, a first forward gear shift position, a second forwardgear shift position, a third forward gear shift position, a fourthforward gear shift position, and a fifth forward gear shift position. Insome instances, the second subset of the plurality of gears comprises apark gear, a neutral gear, a high range gear, a low range gear. Theplurality of low speed gear shift positions comprises a park gear shiftposition, a neutral speed gear shift position, a high range speed gearshift position, and a low range speed gear shift position. In somevariations, the AST further comprises a first shift actuator operativelycoupled to the first rotating member and configured to rotate the firstrotating member in response to a first control input, and a second shiftactuator operatively coupled to the second rotating member andconfigured to rotate the second rotating member in response to a secondcontrol input.

In another exemplary embodiment of the present disclosure, an automaticsequential transmission (AST) is provided. The AST comprises atransmission housing, a transmission input shaft accessible from anexterior of the transmission housing, a clutch operatively coupled tothe transmission input shaft, and a hydraulic control unit (HCU),wherein at least a portion of the HCU is positioned vertically higherthan a horizontal center of the clutch.

In some instances, a majority of the HCU is positioned above thehorizontal center of the clutch. In some examples, the entire HCU ispositioned above the horizontal center of the clutch. In somevariations, the HCU is positioned directly above the clutch.

In another exemplary embodiment of the present disclosure, an automaticsequential transmission (AST) is provided. The AST comprises atransmission housing, a transmission input shaft accessible from anexterior of the transmission housing, an assembly operatively coupled tothe transmission input shaft, the assembly being driven by thetransmission input shaft, and an oil pump operatively coupled to theassembly, the oil pump being driven by the assembly.

In some instances, the AST further comprises a plurality of gears. Thetransmission input shaft includes a clutch input shaft, and a clutchoutput shaft selectively engagable with the clutch input shaft. Theassembly is operatively coupled to the clutch input shaft. In someexamples, the assembly comprises a drive member operatively coupled tothe transmission input shaft, a driven member operatively coupled to theoil pump, and a connecting member connecting the drive member to thedriven member. In some variations, the drive member is a clutch mountedsprocket. The driven member is an oil pump mounted sprocket. Theconnecting member is a chain connecting the clutch mounted sprocket tothe oil pump mounted sprocket.

In some instances, the oil pump comprises an oil pump shaft operativelycoupled to the oil pump sprocket. A rotation of the transmission inputshaft drives a rotation of the oil pump shaft. In some examples, the ASTfurther comprises a clutch operatively coupled to the transmission inputshaft, and wherein the assembly is coupled to the transmission inputshaft prior to the clutch such that a rotation of the transmission inputshaft drives the rotation of the oil pump shaft even if the clutch isdisengaged. In some variations, the AST further comprises a clutchoperatively coupled to the transmission input shaft, wherein the oilpump is positioned outside of an envelope of the clutch. In someinstances, at least a portion of the oil pump is positioned below theclutch. In some examples, at least a portion of the oil pump ispositioned directly below the clutch.

In another exemplary embodiment of the present disclosure, an automaticsequential transmission (AST) is provided. The AST comprises a shiftfork moveable between a plurality of gear shift positions, a firstconcentric drum operably coupled to the shift fork and configured tomove between the one or more gear shift positions based on a controlinput, and a second concentric drum operably coupled to the firstconcentric drum and the shift fork, wherein the second concentric drumis configured to move between a first position and a second positionrelative to the first concentric drum.

In some instances, the second concentric drum is configured to movebetween the first position and the second position based on the shiftfork encountering a block-out event. In some examples, the secondconcentric drum is moved axially along a longitudinal axis between thefirst position and the second position.

BRIEF DESCRIPTION OF THE DRAWINGS

The above mentioned and other features of this invention, and the mannerof attaining them, will become more apparent and the invention itselfwill be better understood by reference to the following description ofembodiments of the invention taken in conjunction with the accompanyingdrawings, where:

FIG. 1 shows a representative view of an exemplary vehicle;

FIG. 2 shows an exemplary block diagram of a driveline assembly from theexemplary vehicle of FIG. 1 ;

FIG. 3 shows an exemplary block diagram of one or more components of theAST;

FIG. 4 shows a front perspective of the AST;

FIG. 5 shows a rear perspective of the AST;

FIG. 6 shows a first side cross sectional view of the AST;

FIG. 7 shows a second side cross sectional view of the AST;

FIG. 8 shows a top perspective of the AST;

FIG. 9 shows an illustrative embodiment of a portion of the AST,including a second gear selector and a second gear set;

FIG. 10 shows the second gear selector of FIG. 9 , a shift fork, and aplurality of gears operatively coupled to the second gear selector;

FIG. 11 shows another perspective of the shift fork from FIG. 10 ;

FIG. 12 shows a front perspective of the second gear selector of FIG. 9;

FIG. 13 shows a rear perspective of the second gear selector of FIG. 9 ;

FIG. 14 shows an exploded view of the components of the second gearselector of FIG. 9 ;

FIG. 15 is an exemplary flowchart for operating the second gear selectorwhen encountering block-out events;

FIGS. 16-22 shows components of the second gear selector, including aninner drum track, an outer drum track, and a shiftable member, movingthrough multiple different gear shift positions;

FIG. 23 shows a first perspective of a first gear selector of the AST;

FIG. 24 shows a second perspective of the first gear selector of theAST;

FIG. 25 shows an exploded view of the components of the first gearselector;

FIG. 26 shows a cross-sectional view of a plurality of gear sets;

FIG. 27 shows a side perspective of a clutch and an input shaft of theAST;

FIGS. 28-30 show a clutch 104 and an oil pump drive system;

FIGS. 31-36 show a cross-sectional perspective of the AST and inparticular, a cross-sectional view of a park lock gear and a second gearselector; and

FIG. 37 shows another perspective of the AST and in particular, showsanother perspective the park lock gear and the second gear selector.

Corresponding reference characters indicate corresponding partsthroughout the several views. Although the drawings representembodiments of the present invention, the drawings are not necessarilyto scale and certain features may be exaggerated in order to betterillustrate and explain the present invention.

DETAILED DESCRIPTION OF THE DRAWINGS

The embodiments disclosed below are not intended to be exhaustive or tolimit the invention to the precise forms disclosed in the followingdetailed description. Rather, the embodiments are chosen and describedso that others skilled in the art may utilize their teachings. While thepresent disclosure is primarily directed to a utility vehicle, it shouldbe understood that the features disclosed herein may have application toother types of vehicles such as other all-terrain vehicles, motorcycles,snowmobiles, and golf carts.

The terms “couples”, “coupled”, “coupler” and variations thereof areused to include both arrangements wherein the two or more components arein direct physical contact and arrangements wherein the two or morecomponents are not in direct contact with each other (e.g., thecomponents are “coupled” via at least a third component), but yet stillcooperate or interact with each other.

In some instances throughout this disclosure and in the claims, numericterminology, such as first, second, third, and fourth, is used inreference to various components or features. Such use is not intended todenote an ordering of the components or features. Rather, numericterminology is used to assist the reader in identifying the component orfeatures being referenced and should not be narrowly interpreted asproviding a specific order of components or features.

Referring to FIG. 1 , an illustrative embodiment of a recreationalvehicle 10 is shown which is configured to traverse a variety ofterrains, including mud, rocks, dirt, and other trail or off-roadconditions. Vehicle 10 may be a utility vehicle (“UV”), but thetransmission described herein may also be applicable to otherrecreational vehicles. More particularly, vehicle 10 may be configuredfor military, industrial, agricultural, or recreational applications.For example, in some instances, the vehicle 10 may be a four wheeledvehicle, an all-terrain vehicle (ATV), a utility vehicle, a threewheeled motorcycle type vehicle (e.g., the POLARIS SLINGSHOT), a twowheeled vehicle such as a motorcycle, and/or a snowmobile.

Additional details regarding the different types of the vehicle 10 areprovided in U.S. Pat. No. 8,827,019 (filed Dec. 18, 2013, titledSIDE-BY-SIDE VEHICLE), U.S. Pat. No. 9,211,924 (filed Mar. 25, 2014,titled SIDE-BY-SIDE VEHICLE), U.S. Pat. No. 8,544,587 (filed Mar. 21,2012, titled THREE-WHEELED VEHICLE), U.S. application Ser. No.15/387,504 (filed Dec. 21, 2016, titled TWO-WHEELED VEHICLE), U.S. Pat.No. 9,738,134 (filed Jun. 23, 2016, titled UTILITY VEHICLE), U.S. Pat.No. 9,623,912 (filed Sep. 20, 2013, titled UTILITY VEHICLE), U.S. Pat.No. 10,118,477 (filed Jun. 5, 2017, titled HYBRID UTILITY VEHICLE), U.S.application Ser. No. 16/152,719 (filed Oct. 5, 2018, titled HYBRIDUTILITY VEHICLE), U.S. Pat. No. 10,183,605 (filed May 13, 2016, titledUTILITY VEHICLE), U.S. application Ser. No. 15/631,874 (filed Jun. 23,2017, titled SIDE-BY-SIDE VEHICLE), U.S. Pat. No. 9,789,909 (filed Mar.14, 2014, titled UTILITY VEHICLE), and U.S. Pat. No. 9,809,195 (filedNov. 22, 2013, titled SNOWMOBILE), all assigned to the present assignee,the entire disclosures of which are expressly incorporated by referenceherein.

The vehicle 10 includes a plurality of ground-engaging members 12, 14(e.g., front and/or rear tires/wheels), front axles 53, rear axles 52,right angles drives 51, a front prop shaft 72, a rear prop shaft 80, atransmission 42 (e.g., an automated sequential transmission), a clutch104, a flywheel 501, a damper 502, and/or a prime mover 40 (e.g., 4cylinder engine). The components of the vehicle 10 will be described infurther detail below.

Additionally, and/or alternatively, in examples where the vehicle 10 isa utility vehicle, the vehicle 10 may include a plurality of body panelscoupled to frame assembly, a front suspension assembly supported by afront portion of frame assembly, a rear suspension assembly supported bya rear frame portion of frame assembly, and a rear cargo area supportedby the rear frame portion of frame assembly. The vehicle may extendbetween front and rear ground-engaging members 12, 14 in a longitudinaldirection along a longitudinal vehicle centerline L. The frontground-engaging members 12 may include a wheel assembly and a tireextending radially about wheel assembly. Similarly, rear ground-engagingmembers 14 may include a wheel assembly and a tire extending radiallyabout wheel assembly. In one embodiment, one or more ground-engagingmembers 12, 14 may be replaced with tracks, such as the PROSPECTOR IItracks available from Polaris Industries, Inc. located at 2100 Highway55 in Medina, Minn. 55340, or non-pneumatic tires as disclosed in any ofU.S. Pat. No. 8,109,308, filed on Mar. 26, 2008; U.S. Pat. No.8,176,957, filed on Jul. 20, 2009; and U.S. Pat. No. 9,108,470, filed onNov. 17, 2010; and U.S. Patent Application Publication No. 2013/0240272,filed on Mar. 13, 2013, the complete disclosures of which are expresslyincorporated by reference herein.

The vehicle 10 may include an operator area supported by frame assemblyand which includes seating for at least an operator. In some examples,the vehicle 10 may include a first seating portion, illustratively anoperator seat, and a second seating portion, illustratively a frontpassenger seat. More particularly, the operator seat and front passengerseat may be in a side-by-side arrangement, however, operator seat andpassenger seat may be in a longitudinal arrangement or in anyconfiguration of seats positioned adjacent each other or longitudinallyspaced apart from each other. In some variations, the vehicle 10 mayinclude multiple passenger seats positioned rearward of operator seat.The operator seat may be a bucket seat and may include a seat bottom anda seat back. Similarly, front passenger seat may include a seat bottomand a seat back. Additional details of vehicle 10 are disclosed in U.S.patent application Ser. No. 14/051,700, filed Oct. 11, 2013 (AttorneyDocket No. PLR-15-25448.04P); U.S. patent application Ser. No.14/477,589, filed Sep. 4, 2014 (Attorney Docket No. PLR-15-26062.03P);and U.S. patent application Ser. No. 14/577,908, filed Dec. 19, 2014(Attorney Docket No. PLR-15-26601.01P); the complete disclosures ofwhich are expressly incorporated by reference herein.

Referring to FIG. 2 , a block diagram of a driveline assembly 16 isdisclosed. The driveline assembly 16 is incorporated within the vehicle10 and includes a prime mover, illustratively an engine 40, a firsttransmission 90 (e.g., a continuous variable transmission (CVT), asecond transmission 42 (e.g., the AST), a front drive member 46, and arear drive member 48. The front drive member 46 may include the frontprop shaft 76, a right angle drive 51, front axles 53, and/or the frontground-engaging members 12 (e.g., front tire/wheels). The rear drivemember 48 may include the rear prop shaft 80, rear axles 52, a rightangle drive 51, and/or the rear ground-engaging members 14 (e.g., reartire/wheels).

Prime mover 40 may be an internal combustion engine, an electric motor,or any other type of engine or motor configured to provide motive powerfor vehicle 10. The engine 40 includes a crankcase or outer housing (notshown) configured to support and drive rotation of an output shaft 56.The engine 40 also includes one or more cylinders coupled to crankcaseand extending upwardly therefrom. The engine 40 may be configured tooperate with any type of fuel, such as gasoline, diesel, natural gas,etc.

Output shaft 56 of engine 40 which operably or drivingly couples engine40 to the CVT 90 and/or the AST 42. In embodiments, output shaft 56 iscoupled to CVT 90 which is in turn coupled to AST 42. For example, aninput 106 of the AST 42 (shown in FIGS. 6 and 7 below) operably couplestogether the CVT 90 to the AST 42. The AST 42 is shown and described infurther detail below. In embodiments, CVT 90 is optional and engine 40is operatively coupled to AST 42 without an intermediate CVT 90.

A front prop shaft 76 extends between the AST 42 and the front drivemember 46 and is operably coupled thereto to provide power to the frontdrive member 46 for driving front ground-engaging members 12. In someinstances, the front prop shaft 76 may be defined as a single shaft ormay include multiple shafts operably coupled together. A rear prop shaft80 extends between the AST 42 and rear drive unit 48 and is operablycoupled thereto to provide power to rear drive member 48 for drivingrear ground-engaging members 14. In some instances, the rear prop shaft80 may be defined as a single shaft or may include a plurality of shaftsoperably coupled together.

FIG. 3 shows an exemplary block diagram of one or more components of theAST 42 shown in FIG. 2 . FIGS. 4-8 show different perspectives and/orcross-section views of an exemplary embodiment of the AST 42. Forexample, FIG. 4 shows a front perspective of the AST 42, FIG. 5 shows arear perspective of the AST 42, and FIG. 8 shows a top perspective ofthe AST 42. FIG. 6 shows a first side cross sectional view of the AST42, and FIG. 7 shows a second side cross sectional view of the AST 42.

Referring to FIGS. 2 and 3 , in operation, the engine 40 burns fuel tocause a rotation of the output shaft 56 of the engine 40. Output shaft56 of the engine 40 may be operatively coupled to an input 106 of theAST 42, such as an input 106 of the AST 42. FIGS. 6, 7, and 8 show theinput 106 of the AST 42. As best shown in FIG. 8 , input 106 includestwo shafts. For example, the first shaft of the input 106 is operativelycoupled to a clutch 104 of the AST 42. The clutch 104 is thenoperatively coupled to the second input shaft. As explained below, theclutch 104 engages and/or disengages the two input shafts 106. Forexample, when the clutch 104 is engaged, the two input shafts areoperatively coupled such that the output 56 drives (e.g., rotates) bothinput shafts 106, and the input shafts 106 rotate the output 120. Whenthe clutch 104 is disengaged, the output 56 of engine 40 may rotate thefirst input shaft 106 (e.g., the shaft before the clutch 104), but doesnot rotate the second input shaft 106 (e.g., the shaft after the clutch104).

In some examples, the input 106 may be a shaft that is operativelycoupled to one or more shafts, and the one or more shafts may be coupledto the output 56 of the engine 40. For example, the output 56 of theengine may be operatively coupled to one or more additional shafts, suchas shaft 92 (see FIG. 2 ). Another shaft may drive the input 106 whenthe clutch 104 is engaged. For example, another shaft may be an inputshaft to the clutch 104, and when engaged, the input shaft to the clutch104 drives the input 106 of the AST 42. In other examples, the shaft 56of the engine 40 is the first input shaft 106 before the clutch 104.

Referring back to FIG. 3 , the input 106 of the AST 42 is selectivelyoperatively coupled to and/or drives a first gear set 122, 128. In somevariations, the input 106 may include one or more gears and the firstgear set 122, 128 may also include one or more gears. The gears of theinput 106 and the gears from the first gear set 122, 128 are operativelycoupled such that a rotation of one or more input gears causes arotation of one or more gears from the first gear set 122, 128. Thefirst gear set 122, 128 includes one or more shafts that are operativelycoupled to the one or more gears and caused to rotate based on therotation of the one or more gears.

FIGS. 7 and 8 show an example of the first gear set 122, 128. In theillustrated embodiment of FIGS. 7 and 8 , the first gear set includestwo gear sets, gear set B 128 and gear set C 122. Each gear set includesone or more gears and one or more shafts (e.g., shaft B and shaft C).The gears interact and/or are operatively coupled to the shaft of thegear set. The gears from the gear set B 128 are operatively coupled tothe gears from the input 106. Additionally, and/or alternatively, thegears from the gear set B 128 are operatively coupled to one or moregears from gear set C 122. The rotation of the gears from the input 106causes a rotation of the gears (and shaft B) of the gear set B 128,which further causes a rotation of the gears (and shaft C) of the gearset C 122. While FIG. 7 illustrates two gears sets for the first gearset 122, 128, there may be more and/or less gear sets, including more orless gears and/or gear shafts, within the first gear set 122, 128.

The first gear set 122, 128 includes multiple different gears withdifferent gear ratios. For example, the rotation of the output 56 of theengine 40 may be within a consistent range of rotations per minute(RPM). However, an operator of the vehicle 10 may choose to speed up orslow down the vehicle 10. As such, while the rotation of the output 56is constant, the vehicle 10 may switch between different gears, withdifferent gear ratios, within the AST 42. Each gear ratio may cause theground-engaging members 12, 14 of the vehicle 10 to slow down or speedup even when the output 46 of the engine 40 rotates at a substantiallyconstant RPM.

As illustrated in FIGS. 3,7, and 8 , the first gear set 122, 128 isoperatively coupled to a first gear selector 124. The first gearselector 124 is positionable to select different gear ratios in responseto a user input. A gear shift position may indicate a particular gearratio for the vehicle 10. For example, the operator of the vehicle 10may use a shifting component of the vehicle 10, such as a lever, handle,actuator, and/or other types of components, to shift to a different gearratio. The first gear selector 124 uses the user indicated gear shiftposition to select a gear ratio.

In other words, once a gear shift position is selected, the AST 42operatively couples the input 106 of the AST to the selected gears ofthe gear shift position. For example, in response to the user input, thefirst gear selector 124 moves (e.g., rotates and/or actuates) from afirst position (e.g., first gear shift position) to a second position(e.g., second gear shift position). Depending on the new position, a newgear ratio from the first gear set 122, 128 is selected. In somevariations, the first gear selector 124 is operatively connected toand/or includes a first gear selector interface. The first gear selectorinterface operatively couples to one or more gears from the first gearset 122, 128. The operation of selecting the gears is described infurther detail below. In some examples, the first gear set 122, 128includes a reverse gear set, a first forward gear set, a second forwardgear set, a third forward gear set, a fourth forward gear set, and afifth forward gear set. Further, the operator is able to provide userinput to actuate the first gear selector 124 into six different gearpositions and neutral, each position has a corresponding gear set fromthe first gear set 122, 128.

Referring back to FIG. 3 , the first gear set 122, 128 is operativelycoupled to a second gear set 118. Similar to the first gear set 122,128, the second gear set 118 includes one or more shafts and one or moreadditional gears with additional gear ratios. Further, the second gearset 118 is operatively coupled to a second gear selector 112. Based on auser input, the second gear selector 112 is positionable to select agear ratio from the second gear set 118.

FIGS. 6, 7, and 8 show an exemplary embodiment of the second gear set118 with the second gear selector 112. Additionally, a component (e.g.,actuator) 108 for rotating the second gear selector 112 is shown. Asdescribed above, a gear selector, such as the first or second gearselector 124, 112 rotates to different gear shift positions in responseto a user input. An actuator, such as actuator 108, actuates or causesrotation of the gear selectors 124, 112. In some instances, two or moreactuators are used to rotate the gear selectors 124, 112. For example, afirst actuator 302 (shown in FIG. 23 ) is used to rotate the first gearselector 124 and a second actuator 108 is used to rotate the second gearselector 112. In other instances, a single actuator is used to rotatethe gear selectors 124 and 112.

Referring back to FIG. 3 , the second gear set 118 is operativelycoupled to the output 120. The output 120 includes one or more gearsand/or one or more shafts. For example, one or more gears from thesecond gear set 118 is operatively coupled to and/or drives one or moregears from the output shaft 120. In some examples, the output 120 is ashaft, such as an output shaft of the AST 42. Further, the output 120 isoperatively coupled to one or more shafts, such as the front prop shaft76 and/or the rear prop shaft 80. As mentioned above, the front/rearprop shafts 76, 80 are operatively coupled to the front and rear drivemembers 46, 48. FIGS. 6, 7 , and 8 show the output 120, including theoutput shaft and gears. In other examples, the output 120 is operativelycoupled to one or more shafts, and the one or more shafts is coupled tothe front prop shaft 76 and/or the rear prop shaft 80.

Referring back to FIG. 3 , a clutch 104 is operatively coupled to theinput 106 of the AST 42. The clutch 104 is used to permit transitionbetween different gear shift positions and/or gear sets of the AST 42.FIGS. 6, and 8 show an illustrative embodiment of the clutch 104 and theinput 106 of the AST 42. As mentioned above, the AST 42 includesmultiple different gear ratios (e.g., 1^(st) gear, 2^(nd) gear, reversegear, etc.) and moves through multiple different gear shift positions,including gear shift positions for the first gear set 122, 128 andsecond gear set 118. The AST 42 moves through the gear ratio in asequential order. After a change in gear shift position, the clutch 104may disengage causing a disconnect between the input 106 and anothershaft (e.g., shaft 56). For example, when the vehicle 10 is moving, acontrol system may close the clutch 104 to permit the output 56 of theengine 40 to drive the output 120 of the AST 42. After receiving a userinput indicating a change in the gear shift position, the clutch 104 maydisengage or open, causing a disconnect between the output 56 of theengine 40 and the output 120 of the AST 42.

Referring to FIGS. 6 and 8 , a hydraulic control unit (HCU) 102 isshown. The HCU 102 is configured to provide hydraulic fluids (e.g., oil)to the AST 42. For example, the AST 42 requires lubrication to operatesmoothly, and the HCU 102 provides lubrication to the differentcomponents of the AST 42, such as the clutch 104, the input 106, and/orthe gears from the first and second gear sets 122, 128, 118. As shown inFIG. 6 , the HCU 102 is positioned in the AST 42 such that at least aportion of the HCU 102 is above the gear sets 122, 128, 118, the clutch104, the input 106, and/or the output 120. The positioning and operationof the HCU 102 is described in further detail below.

Concentric Shift Drum

FIGS. 9-14 show an illustrative embodiment of a portion of the AST 42,including the second gear selector 112 and the second gear set 118. Inparticular, among other components, FIGS. 9-14 show components of thesecond gear selector 112. FIG. 15 shows an exemplary flowchartdescribing the operation of transitioning from a first gear shiftposition to a second gear shift position for the second gear selector112. FIGS. 16-22 show components of the second gear selector 112 and ashift fork 210 through different gear positions.

Referring to FIG. 9 , an exemplary actuator 108 for rotating the secondgear set 118 is shown. Actuator 108 may receive user input (e.g.,mechanical, electrical, hydraulic, pneumatic) for positioning the secondgear set 118. In the illustrative embodiment of FIG. 9 , the actuator108 includes at least one gear 201 positioned towards an end of theactuator 108. The actuator 108 converts the received user input into amechanical movement.

The actuator 108 is operatively coupled to one or more gears 202. Insome instances, such as the illustrative embodiment of FIG. 9 , the oneor more gears 202 may operate as a clockwork reduction, such as a2-stage clockwork reduction. The gear at the end of the actuator 108drives the one or more gears 202. The gears 202 are operatively coupledto gear 238 of the second gear selector 112. The gears 202 drive thegear 238 of the second gear selector 112. In other words, in response touser input, the actuator 108 moves (e.g., rotates) the gears between itand the second gear selector 112, such as the gears 202, the gear at theend of the actuator 108, and the gear 238. In some instances, the AST 42may include more or less than the five gears between the actuator 108and the second gear selector 112. For instance, the AST 42 might notinclude the gears 202, and the gear at the end of the actuator 108 maybe directly coupled to the gear 238 of the second gear selector 112. Inanother instance, the AST 42 might not include any gears, and theactuator 108 may provide a signal (e.g., electric signal) to the secondgear selector 112 to cause a rotation of the second gear selector 112.

The second gear selector 112 includes multiple different components,including the gear 238. Many of the components of the second gearselector 112 are best shown in FIG. 14 . Referring to FIG. 14 , thesecond gear selector 112 includes a seal 223, a bearing 224, a snap ring225, one or more springs 218, a first actuator 206 (e.g., an outer drum,shell, and/or casing), a second actuator 220 (e.g., an inner drum), andthe gear 238. The second actuator 220 includes an indented portion 222.The indented portion 222 (e.g., an inner track) is shaped to includemultiple different gear shift positions. The first actuator 206 alsoincludes a hollow, open, or carved out portion 216 (e.g., outer track).As explained herein, the inner track 222 and the outer track 216cooperate to select the gear of the second gear set.

As best shown in FIGS. 9 and 10 , when assembled, the first actuator206, such as the outer drum, encases and/or encompasses the secondactuator 220. In other words, the second gear selector 112 is assembledsuch that the first actuator 206 is a sleeve into which as least aportion of the second actuator 220 is received. Further, when assembled,outer track 216 is positioned directly over at least a section of theinner track 222. As such, a pin 212 of a shifting member 210 extendsthrough the opening created by the outer track 216. In some instances,the pin 212 of the shifting member 210 is operatively coupled to theinner track 222. In other instances, the pin 212 does not directlyconnect or touch the inner track 222.

The pin 212 of the shifting member 210 extending through the opening ofthe outer track 216 is best shown in FIGS. 9 and 10 . In operation, theactuator 108 actuates the gear 238 of the second gear selector 112. Thegear 238 is operatively coupled to the second gear selector 112 suchthat a rotation of the gear 238 rotates the second gear selector 112.For example, as best shown in FIG. 14 , the gear 238 is operativelycoupled (e.g., directly attached) to the inner drum 220. A rotation ofthe gear 238 causes a rotation of the inner drum 220. As best shown inFIG. 13 , a protrusion 236 is operatively coupled to the inner drum 220and protrudes or extends through an opening of the outer drum 206. Theprotrusion 236 locks the inner drum 220 to the outer drum 206 such thata rotation of the inner drum 220 causes a rotation of the outer drum206.

As best shown in FIGS. 10 and 11 , a shiftable member 210 (e.g., a shiftfork) is operatively coupled to and/or includes an interface 230. Theinterface 230 is operatively coupled to a first gear 226 and/or a secondgear 228. The first gear 226 when selected results in a different gearratio than when the second gear 228 is selected. As mentioned above, thesecond shift selector 112 and/or the first shift selector 124 mayinclude multiple different gears resulting in multiple different gearratios. Depending on which gear ratio is engaged in the AST 42, theoutput 120 of the AST 42 may have a different RPM than the input 106 ofthe AST 42.

In some instances, neither gear 226 nor gear 228 is engaged by the gearshift selector 210. Then, in response to user input and the rotation ofthe second shift selector 112, the shiftable member 210 moveslongitudinally (e.g., left or right) based on the outer drum 206 and/orthe inner drum 220. For example, as best shown in FIGS. 9 and 12 andwill be described in further detail below relating to FIG. 15 , theouter track 216 and/or the inner track 222 are not completely linear.Instead, the outer track 216 of the outer drum 206 and/or the innertrack of the inner drum 220 has straight sections and curved sections.When the rotation of the second shift selector 112 causes the pin 212 ofthe shiftable member 210 to travel through a curved section of the outerdrum 206 and/or the inner drum 220, the outer drum 206 and/or the innerdrum 220 guides the shiftable member 210 from a first position (e.g., aleft, center, or right position) to a second position (e.g., a leftposition, center, or right position). In other words, referring to FIG.9 , the sides of the outer drum 206 directs or guides a movement of thepin 212 horizontally (e.g., left or right), causing the shiftable member210 to move to a different position.

Referring to FIG. 10 , movement of the shiftable member 210 from thefirst position to the second position causes the interface 230 of theshiftable member 210 to engage with the gears (e.g., a first gear 226 ora second gear 228) of the second gear set 118. Additionally, and/oralternatively, the movement may cause the shiftable member 210 totransition from an engagement with the first or second gear 226, 228 toan engagement with the other of the first or second gear 226, 228.Referring to FIG. 11 , an exemplary embodiment of the interface 230, theshiftable member 210, and the gear 226 is shown. In the illustrativeembodiment, the shiftable member 210 is a shift fork and the shift forkincludes the pin 212 that operatively couples to the inner/outer drum206, 220. The interface 230 is a dog ring that is operatively coupled tothe shift fork 210. Further, the dog ring 230 includes one or moreopenings 232 (e.g., dog pockets or mating pockets). The gear 228includes one or more protrusions 234 (e.g., dogs, pegs, shift pegs,splines) (see also dogs 34 of gear 226 in FIG. 11 ). When the shiftablemember 210 moves toward the gear 228 to engage with the gear 228, theopenings 232 of the interface 230 line up with the protrusions 234 ofthe gear 228. After the protrusions 234 line up and engage the openings232, the gear 228 is engaged. In some variations, such as shown in FIG.11 , the openings 232 are larger than the protrusions 234 causing aneasier and/or more reliable engagement of the openings 232 and theprotrusions 234. In some instances, there are more or less than the fouropenings 232 and/or protrusions 234 shown for the gear 226 and/orinterface 230.

In some examples, a block-out event is caused by a misalignment betweenthe openings 232 and the protrusions 234. For example, when theshiftable member 210 attempts to engage the gear 228, the openings 232might not align with the protrusions 234. As such, a block-out eventoccurs since due to the misalignment, the shiftable member 210 is notable to move from a first position (e.g., a position where the gear 228is not engaged) to the second position (e.g., a position where the gear228 is engaged). In other words, the shiftable member 210 remainsstationary and/or substantially stationary in the first position. Insuch examples and referring back to FIG. 9 , the rotation of the secondshift selector 112 causes the portion 212 to be in a curved portion ofthe outer track 216. However, since the shiftable member 210 is unableto be moved to the second position due to the block-out event, the outertrack 216 may move instead. In other words, at least one spring 218(e.g., a biasing member) compresses and/or at least another spring 218expands causing the outer track 216 to move from a first position (e.g.,from a center position) to a second position (e.g., a left or rightposition). This movement is explained in further detail below.

In some examples, only one spring 218 is used to move the outer track216 form the first position to the second position. In other examples,more than two springs 218 are used to move the outer track 216. In yetother examples, an actuator 218 (e.g., a mechanical, electrical, orhydraulic actuator) is used to move the outer track 216 from the firstposition to the second position without assistance of a springcompressing or extending.

As mentioned above, a gear shift position may indicate a particular gearratio for the vehicle 10. In other words, depending on the gear shiftposition, one or more gear ratios are selected to change the rotationalspeed of the output 120 versus input 106 of the AST 42. Additionally,and/or alternatively, some gear shift positions may cause the vehicle topark (e.g., the output 120 is prevented from substantiallymoving/rotating), reverse (e.g., the output 120 rotates in a reversedirection), and/or neutral (the output 120 is able to move without beingoperatively connected to the input 106 being driven by the engine 40).

Referring to FIG. 9 , the actuator 108 rotates the second gear shiftselector 112 into different gear shift positions. In the illustrativeembodiment of FIGS. 9-14 , the second gear shift selector 112 includes apark gear position (e.g., for the park gear 208), a neutral gearposition, a high gear position (e.g., engaging a high gear ratio gear228), and a low gear position (e.g., engaging a low gear ratio gear226). However, in some variations, the second gear shift selector 112includes additional gears and/or gear ratios/functions, such as areverse, first gear, second gear, and so on.

The actuator 108 uses a mechanical arrangement 204 (e.g., a detent, suchas a detent star) to assist in rotating the second gear shift selector112 into different gear shift positions. For example, in theillustrative embodiment of FIG. 9 , the mechanical arrangement 204 is adetent star with four grooves. Each groove relates to one of the gearshift positions of the shift selector 112. In operation, the detent star204 prevents over-rotation of the shift selector 112. For example, ifthe user seeks to move from a first gear shift position to a second gearshift position, the detent star 204 prevents the shift selector 112 fromover-rotating into the third gear shift position.

FIG. 9 also shows a second gear shift selector sensor 214. The sensor214 is configured to detect the gear shift position of the secondselector 112. Further, the sensor 214 is configured to provideinformation (e.g., the gear shift position) to a controller, such as anengine control module (ECM), display on the vehicle 10, and/or otherentities of the vehicle 10.

FIG. 15 shows an exemplary flowchart describing a method 250 foractuating the second gear shift selector 112 when encountering ablock-out event. FIGS. 16-22 , which will be described with FIG. 15 ,shows the inner drum track 222, the outer drum track 216, and theportion 212 of the shiftable member 212 through the multiple differentgear shift positions described above.

In operation, at step 252, the AST 42 (e.g., the actuator 108)determines whether it has received user input indicating a change in thegear shift position. Actuator 108 includes a controller which controlsoperation of the actuator 108 or a remote controller which controlsoperation of the actuator 108. If not, the actuator 108 may wait untilit has received user input. If the actuator 108 receives the user input,the method 250 moves to step 254.

At step 254, the AST 42 rotates the shift selector 112 from a first gearshift position to a second gear shift position. For example, referringto FIG. 9 , the actuator 108 drives the gear 238 of the second gearshift selector 112. The gear shift selector 112 includes four gear shiftpositions, park, neutral, high gear, low gear. Referring to FIGS. 16 and17 , the first position is a park gear shift position, the secondposition is a neutral gear shift position, the third position is a highgear shift position, and the fourth position is a low gear shiftposition. Each rotation of the gear shift selector 112 causes adifferent gear set to be engaged or not gear set to be engaged in thecase of the neutral gear shift position. For example, referring back toFIG. 9 , in the first position, the gear shift selector 112 causes theparking gear 208 to be engaged.

Further, as best shown in FIGS. 10 and 11 , in the third and fourthpositions, the gear shift selector 112 causes the gears 226 and 228,respectively, to be engaged. As mentioned previously, the gear shiftselector 112 engages the gears 226 and 228 using the shiftable member210 and the interface 230. In other words, the shiftable member 210moves from a first position to a second position such that the holes 232of the interface 230 engage with the protrusions 234 of the gears, suchas gear 228. The inner track 222 and/or the outer track 216 guide themovement of the shiftable member 210 to different positions. Referringto FIG. 16 , the tracks 216 and 222 are shown with the portion 212 ofthe shiftable member 210. As shown the outer track 216 guides (e.g.,moves) the portion 212 up and/or down depending on the position. FIG. 17shows the overlap of the tracks 216 and 222 when the gear shift selector112 is assembled. Further, FIG. 17 shows the different positions (e.g.,gear shift positions) for the gear shift selector 112.

Referring to FIG. 15 , at step 256, the AST 42 determines whether it hasencountered a block-out event caused by the rotation of the gear shiftselector 112. As mentioned previously and referring to FIG. 11 , theblock-out event may occur due to a misalignment between the holes 232 ofthe interface 230 and the protrusions 234 of the gear 226. Similarly, insome examples, a block-out event also occurs due to a misalignmentbetween the holes 232 of the interface 230 and the protrusions of theother gear 226.

If the AST 42 does not encounter a block-out event, the method 250 movesback to step 252 and repeats. FIG. 17 shows an example implementation ofthe components of the gear selector 112 when the AST 42 does notencounter block-events. For example, the user may shift the vehicle 10into multiple different gear shift positions. For example, initially,the vehicle 10 is in position 1 (e.g., a park gear shift position). Theuser provides input to shift from the park position to position 2 (e.g.,neutral gear shift position). The tracks 216 and 222 are substantiallylinear between the first and second positions. As such, during a shiftfrom the first gear shift position to the second gear shift position,the tracks 216 and/or 222 do not guide or move the shiftable member 210.

The user may shift the vehicle 10 from the neutral gear shift position(e.g., position 2) to position 3 (e.g., a high gear shift position). Thetracks 216 and 222 are not linear and are designed such that they guidethe shiftable member 210 to engage with a gear corresponding to position3. For example, referring to FIG. 10 , the gear 228 is for the high gearshift position. Referring back to FIG. 17 , in position 3, the tracks216 and/or 222 guide or moves the shiftable member 210 from a firstposition to a second position such that the interface 230 of theshiftable member 210 engages with the protrusions of the gear 226causing the input 106 to drive a rotation of the gear 226.

The user may shift the vehicle 10 from the high gear shift position(e.g., position 3) to position 4 (e.g., a low gear shift position).Similar to above, the tracks 216 and/or 222 guides or moves theshiftable member 210 from the second position to a third position. Inother words, the tracks 216 and/or 222 guide the shiftable member 210such that the interface 230 engages with the protrusions of the gear 228causing the input 106 to drive a rotation of the gear 228.

Referring back to step 256, if the AST 42 encounters one or moreblock-out events, the method 250 moves to step 258. At step 258, theblock-out event causes a compression of one or more springs 218, causingthe outer drum 206 to move in a horizontal direction. Referring to FIGS.12 and 13 , when a block-out event occurs, the springs 218 compressand/or extend such that the outer drum 206 moves either in a firstdirection 240 or a second direction 242. In other words, during ablock-out event, the outer drum 206 slides axially on the inner drum 220such that the shiftable member 210 remains in the center of the innerdrum track 222. The outer drum 206 moves in the first or seconddirections 240, 242 depend on which gear 226 or 228 is causing theblock-out event. If a block-out event does not occur, the springs 218might not compress.

In other words, the user may seek to shift from the park or neutral gearpositions (e.g., position 1 or 2) to the low gear position (position 4).However, due to the block-out event caused by a middle gear shiftposition (e.g., position 3), the gear shift from position 1 or 2 to 4may fail. As such, the springs 218 may be used to move the outer drum206 and/or the outer drum track 216 such that the AST 42 switches gearshifts even when a block-out event occurs. Further, at least a portionof the inner track 222 is expanded or increases compared to the outertrack 216. As best shown in FIGS. 16 and 17 , the inner drum track 222is expanded in the third and fourth gear positions compared to the outerdrum track 216. This expansion permits the outer drum track 216 to movein direction 240 and/or 242 and still remain within the inner drum track222. When the block-out and/or the misalignment, is resolved thecompressed spring 218 causes the outer drum to recenter relative to theinner drum and for the previously blocked out gear to be engaged.

FIGS. 18-22 show an example implementation of the components of the gearselector 112 when the AST 42 encounters block-events. For example, FIG.18 shows the position of the shiftable member 210 is at position 2(e.g., the neutral gear shift position). When a block-out event occurs,the shiftable member 210 is stationary and unable to move. Instead, theouter drum 206 moves in direction 240 or 242. FIGS. 19-22 show themovement of the outer drum 206, including the outer drum track 216.FIGS. 19 and 20 show the movement of the outer drum 206 and the outerdrum track 216 when the user shifts the AST 42 from position 2 toposition 3. In other words, when the user shifts from neutral to a highgear shift position, a block-out event may occur preventing theshiftable member 210 from moving. In such events, the springs 218 maycompress and/or extend such that the outer drum 206 and the outer drumtrack 216 moves in a first direction 242. In other words, the outer drum206 slides on the inner drum 220 in the first direction 242. As shown inFIG. 20 , at position 3, the outer drum track 216 moves in the firstdirection 242 from the original position to a new position.Additionally, and/or alternatively, the inner drum track 222 at position3 is expanded when compared to the outer drum track 216 at position 3.This expansion allows the outer drum track 216 to slide within the innerdrum track 222 during block-out events.

FIGS. 21 and 22 show the movement of the outer drum 206 and the outerdrum track 216 when the user shifts the AST 42 from position 3 toposition 4. In other words, when the user shifts from the high gearshift position to a low gear shift position, a block-out event may occurpreventing the shiftable member 210 from moving. In such events, thesprings 218 may compress and/or extend such that the outer drum 206 andthe outer drum track 216 moves in a second direction 240. In otherwords, the outer drum 206 slides on the inner drum 220 in the seconddirection 240. As shown in FIG. 22 , at position 4, the outer drum track216 moves in the first direction 240 from the first position to thesecond position. Additionally, and/or alternatively, the inner drumtrack 222 at position 4 is expanded when compared to the outer drumtrack 216 at position 4. This expansion allows the outer drum track 216to slide within the inner drum track 222 during block-out events.

In some examples, when the block-out event ends (e.g., when protrusions234 of the gear 226 align with the holes 232 of the interface 230 andthe shiftable member 210 engages with the gear 226), the springs 218 maydecompress, causing the outer drum track 222 to normalize as shown inFIG. 17 .

In some variations, the method 250 and the components of the second gearselector 112 permitting the outer drum 206 to slide axially on the innerdrum 220 is used on other gear ratios, sets, or types. For example, thefirst gear selector 124 may include similar components of the secondgear selector 112 such that during a block-out event, the first gearselector 124 may axially slide an outer drum over the inner drum and/orportions of the inner drum are expanded compared to the outer drum.

Hydraulic Control Unit

Referring to FIGS. 6 and 8 , the HCU 102 is shown. For example, as shownin FIG. 6 , at least a portion of the HCU 102 is positioned above atleast a portion of the clutch 104 and/or other components of the AST 42.In other words, FIG. 6 shows an example orientation of the AST 42 in avehicle, such as vehicle 10. In the AST 42, the HCU 102 is positionedabove (e.g., higher off the ground of the vehicle 10) at least theclutch 104. Additionally, and/or alternatively, the HCU 102 ispositioned above other gears sets and/or other components of the AST 42.FIG. 8 shows a top perspective of the AST 42. As shown, at least aportion of the HCU 102 is positioned directly above at least a portionof the clutch 104. Additionally, and/or alternatively, at least aportion of the HCU 102 is positioned above the input 106 and/or one ormore gears, such as the first gear set 122 or 128.

An advantage among others of mounting the HCU 102 above other componentsof the AST 42 is it causes the AST 42 to sit lower (e.g., closer toground) in the chassis of the vehicle 10. Another advantage among othersis this location may lower the center of gravity of the vehicle 10and/or allows for better ground clearance under the vehicle, such asvehicle 10. In some examples, mounting the HCU 102 directly above and/orat least a portion above the clutch 104 yields a very short clutch oilcircuit, helping to improve the responsiveness of the clutch applicationcircuit. In some instances, mounting the HCU 102 depicted in FIGS. 6 and8 improves the stability of the vehicle 10 by putting the heavy weightof the AST 10 lower. Alternately, the underside of the chassis may beraised, which provides the vehicle 10 with more ground clearance in thearea under the AST 42. Further, this gives better clearance forobstacles during extreme off-road maneuver. Additionally, locating theHCU 102 above the clutch 104 reduces the length of the hydraulicchannels/lines going from the HCU 102 to the clutch 104. This improvesthe response time of the system, and reduces control lag.

Dual Shift Drum

Referring to FIGS. 3 and 6 , the AST 42 includes a first gear selector124 (e.g., a first shift drum) and a second gear selector 112 (e.g., asecond shift drum). The second gear selector 112 is described above withreference to FIGS. 9-14 , and the operation of the second gear selector112 is described with reference to FIGS. 15-22 .

FIGS. 23-25 show the first gear selector 124. FIG. 24 shows aperspective of the first gear selector 124 and FIG. 25 shows an explodedview of the components of the first gear selector 124.

Referring to FIG. 23 , the first actuator 302 functions similar to thesecond actuator 108 described above. Gears 304 are similar to the gears202 described above, and gear 306 is similar to gear 238 describedabove. As such, the first actuator 302 is operatively coupled to one ormore gears 304, and the one or more gears 304 are operatively coupled togear 306. In operation, the actuator 302 receives user input and isconfigured to rotate or drive the gears 304 and 306. The gear 306 ispart of and/or operatively coupled to the first gear selector 124. Inother words, the first actuator 302 actuates or rotates the first gearselector 124 in response to a user input. In some examples, the firstactuator 302 and the second actuator 108 may use different user inputsto shift to different gear positions. For example, the vehicle 10 mayinclude a first user input (e.g., a handle or lever) to shift gearpositions for the first actuator 302 and a second user input (e.g., ahandle or lever) to shift gear positions for the second actuator 108.

As mentioned above, the first gear selector 124 selects one or more gearshift positions, such as the reverse gear position, the first gearposition, the second gear position, the third gear position, the fourthgear position, and the fifth gear position. For example, after receivingeach user input, the first gear selector 124 sequentially moves betweengear positions, such as reverse, first, second, and so on. To performthe gear shifts, the first gear selector 124 has three indentations ortracks similar to the inner drum track 222. For example, the threeshiftable members 312, 314, and 316, which operate similarly toshiftable member 210 described above, each includes a portion, such as apin or knob. The portion is operatively coupled to a track of the firstgear selector 124. After rotation of the first gear selector 124, thetrack guides or moves at least one of the shiftable members 312, 314,and 316 from a first position (e.g., center, left, or right position) toa second position (e.g., center, left, or right position).

In some examples, in a first gear shift position, the shiftable member312 is engaged to a reverse gear (e.g., the interface of the shiftablemember 312 is engaged to pegs in the reverse gear, which is not shown).In a second gear shift position, the shiftable member 312 is engaged toa first gear (not shown). In a third gear shift position, the shiftablemember 314 is engaged to a second gear (not shown). In a fourth gearshift position, the shiftable member 314 is engaged to a third gear (notshown). In a fifth gear shift position, the shiftable member 314 isengaged to a fourth gear (not shown). In a sixth gear shift position,the shiftable member 314 is engaged to a fifth gear (not shown).

As mentioned previously, the AST 42 moves through gear positions insequential order. As such, after each user input, the first actuator 302may actuate the first gear selector 124 by one gear shift position. Themechanical arrangement 308 may function similarly to mechanicalarrangement 204 such that each user input actuates the first gearselector 124 by one gear shift position. The sensor 310 is similar tosensor 214 and used to determine and/or provide information indicatingthe gear shift position of the first gear selector 124.

By separating the functions of the first gear selector 124 (e.g., firstshift drum) and the second gear selector 112 (second shift drum), thehigh speed shifting functions are split from the low speed operations.The low speed operations or gear shift positions include high/low gearrange selection, park lock selection, and neutral selection as describedabove. The high speed shifting functions or gear shift positions, asdescribed above, include reverse gear position and first through fifthgear positions.

Further, by separating the high speed shifting functions from everythingelse, the shifting performance of the high speed shifting functions isincreased by reducing the amount of compromises inherent in the design.For example, the design shown on FIG. 23 for the high speed drum 124(e.g., the reverse, first, second, third, fourth and fifth gears)enables for extremely fast shifting. On functions such as a park system,the design should be the opposite (e.g., slow shifting). Park lock gear208 (shown in FIGS. 9 and 31-36 ) is mechanically tailored to onlyphysically engage below certain speeds for safety (e.g., —3 MPH orbelow). Thus, the second gear selector 112 is designed for thoserequirements. If the park lock selection was on first gear selector 122,it would be very difficult to mechanically control the engagement speedwithout some other form of control or safety lockout to prevent highspeed park engagement. The operation of the park lock gear 208 isdescribed below.

Integrated Gear Set

Referring back to FIGS. 3 and 7 , the AST 42 includes a first gear set128, 122 and a second gear set 118. The first gear set includes two gearsets, gear set B 128 and gear set C 122. Each gear set includes one ormore gears and one or more shafts (e.g., shaft B, shaft C, and secondgear set shaft). The gears interact and/or are operatively coupled tothe shaft of their corresponding gear set. FIG. 26 shows a cross-sectionof gear set B 128, gear set C 122, and the second gear set 118. Further,FIG. 26 shows the input 106 and the output 120. As shown, gear set B128, gear set C 122, second gear set 118, input 106, and output 120 arepositioned parallel to each other. Further, the second gear set 118 ispositioned between a first end of gear set B 128 and a second end ofgear set B 128.

As mentioned previously, gear set B 128 is operatively coupled to a gearfrom the input 106 and is configured to be driven by the input 106.Further, gear set B 128 includes at least a reverse gear for the reversegear shift position, a first gear for the first gear shift position, asecond gear for the second gear shift position, a third gear for thethird gear shift position, a fourth gear for the fourth gear shiftposition, and a fifth gear for the fifth gear shift position.

The gear set B 128 is operatively coupled to gear set C 122. Gear set C122 is operatively coupled to the second gear set 118. The second gearset 118 includes at least a park gear 208 for a park gear shiftposition, a neutral gear shift position, a high gear 228 for a high gearshift position, and/or a low gear 226 for a low gear shift position. Thesecond gear set 118 is operatively coupled to the output 120.

By positioning the gear sets in this way, the high and low gear (geartrains) 228, 226 are positioned downstream to the reverse and forwardratio gear trains (e.g., first through fifth gears). Further,positioning the gear sets in this way causes the second gear set 118 tobe positioned between the first and second ends of gear set B 128. Thus,the AST 42 nests the high/low gears 228 and 226 next to the reverse andforward ratio gear trains so they will fit in the same gearbox case.

By using the same gearbox for the gear sets B, C, and the second gearset 128, 122, and 118, the gearbox axial length is reduced and the shaftof gear set C 122 carries both the output of gear set B 128 and theinput of the second gear set 118. Additionally, the total housingenvelope for the gearbox that carries these gear sets is reduced, andthe range box output is located closer to the engine 40.

Low Inertia Clutch

The AST 42 that shifts using a non-synchronized sequential method issensitive to shift noise generated from the impact of dog rings with atarget gear. For example, referring to FIG. 11 , even if an alignmentoccurs between holes 232 of the interface 230 (e.g., dog ring) and thetarget gear 226, noise may be generated based on engagement. Further,even if the operator or a controller opens the clutch 104 to perform agear shift, the sum of the kinetic energy from the clutch plates to theinterface 230 creates the noise. For example, an AST 42 uses protrusions(e.g., dogs or pegs) to lock the gear, such as gear 226, to a shaft. Inorder to work at high rotational speeds, there is usually a decentamount of clearance between the dog and mating pocket, such as betweendog 234 and mating pocket 232. When the parts (e.g., interface 230 andgear 226) are at different relative rotating speeds, one spins until itcatches up and contacts the other part. This contact is transferringkinetic energy and depending on just how much relative speed and inertiais in the AST 42 will create higher impact noises, otherwise known asclunk.

As such, as shown in FIG. 28 , rearranging the components of the clutch104 to minimize the inertia between the clutch friction plates and thedog ring contact (e.g., interface 230), results in lower the noise fromgear shifts. The position of the clutch 104 and the input shafts 106 inthe AST 42 is shown in FIG. 8 . A side perspective of the clutch 104 andthe input shafts is shown in FIG. 27 .

Referring to FIG. 28 , input 106 includes an input clutch shaft 412 andan output clutch shaft 402. For example, as mentioned previously, theinput 106 may include two shafts. The input clutch shaft 412 may beoperatively coupled to shaft 56 of the engine 40 (shown in FIG. 3 ). Theoutput clutch shaft 402 may be operatively coupled to the first set ofgears 122.

The clutch output friction plates 406 is operatively coupled to theclutch output hub 404. The clutch basket 408 is operatively coupled tothe clutch apply piston 410. The clutch piston reaction plate 414 isoperatively coupled to the clutch apply piston 410.

By designing the clutch 104 as shown in FIG. 28 , most of the componentsare located towards the input portion of the clutch (e.g., towardsopening 402 for the input clutch shaft). For example, the clutch basket408, shafting (not shown), seals (not shown), clutch apply piston 410,and the clutch piston reaction plate 414 are all on the input portion ofthe clutch. Further, in some instances, only the clutch output frictionplates 406 and the clutch output hub 404 contribute to inertia during anormal open-clutch gear shift.

Oil Pump Drive System

FIGS. 28-30 show a clutch 104 and an oil pump drive system. For example,the AST 42 may be a Hydraulic or Electro-Hydraulic transmission, andrequires oil pressure to operate the clutch 104. Thus, referring to FIG.30 , the AST 42 includes an oil pump 506 driven off the input 412 of theclutch to get oil pressure whenever the engine 40 is rotating. Using achain and sprocket set 504, 508, 510 driven in front of the clutch(e.g., the input 412) between the clutch plates 406 and the engine 40allows the AST 42 to receive the operating pressure needed whilesimultaneously mounting the oil pump 506 alongside the clutch 104,creating a more axial space efficient layout.

FIGS. 28 and 29 show a position of the oil pump drive system relative tothe clutch 104. Referring to FIG. 29 , the oil pump 506 is positioneddirectly below the clutch 104. Further, the flywheel 501 and damper 502of the AST 42 is positioned near and upstream from the oil pump 506 andthe chain 504. The output 402 of the clutch 104 is positioned downstreamfrom the oil pump 506 and chain 504. As shown in FIG. 30 , the chain 504is operatively coupled to the input 412 of the clutch 104. Additionally,two sprockets (e.g., a driven member 508 and a driving member 510)operatively couple the input 412 to the chain 510. The driven member 508is operatively coupled to the pump 506.

In operation and referring to FIG. 28 , the engine 40 drives the output56, which drives the input shaft 412 of the clutch 104. In normaloperation, the input shaft 412 drives the output shaft 402 of theclutch. When a gear shift occurs and the clutch 104 is disengaged, theinput shaft 412 of the clutch 104 is disconnected from the output shaft402 such that the input shaft 412 does not drive the output shaft 402.In some examples, components of the AST 42, such as the clutch 104 mayuse oil for lubrication even during gear shift events and when theclutch 104 is disengaged. Referring to FIG. 30 , the driving member(sprocket) 510 is operatively coupled to the input shaft 412 and drivesthe driven member (sprocket) 508 using the chain 504. Thus, even whenthe clutch 104 is disengaged, the input shaft 412 continues to rotateand the driven and driving members 508 and 510 continue to rotate. Thedriven member 508 is operatively coupled to the oil pump 506 and rotatesa shaft 512 (shown in FIG. 29 ) of the oil pump 506. In other words,when the clutch 104 is disconnected or disengaged, the oil pump shaft512 may continue to rotate and the oil pump 506 may continue to pumpoil. Further, as shown in FIGS. 29 and 30 , since the chain 504 permitsthe oil pump 506 to run off-axis, the oil pump 506 is able to bepositioned next to the clutch 104 to minimize the length increase whenadding the oil pump 506 to the AST 42.

Park Lock Gear Operation

FIGS. 31-36 show a cross-sectional perspective of the AST 42 and inparticular, show a cross section of the park lock gear 208 and thesecond gear selector 112 from the right side of FIG. 9 . FIGS. 31-36will be used to describe an operation of engaging a park lock gear, suchas the park lock gear 208.

In operation, a controller, such as an engine control module (ECM), anengine control unit (ECU), and/or a transmission control unit (TCU), maycontrol operation of the park lock gear 208. For example, referring toFIG. 31 , the controller (e.g., TCU) may determine whether it is safe toengage the vehicle 10 in a park mode based on user inputs and/or sensorinputs. In some instances, the controller may determine it is safe toengage the park mode based on the vehicle speed and/or a position of anaccelerator pedal. In other words, the controller may receive thevehicle speed from a vehicle speed sensor and/or a position of anaccelerator pedal from a pedal position sensor. If the vehicle speed isbelow a certain threshold (e.g., 3 miles per hour) and/or theaccelerator pedal is not pressed, then the controller may determine itis safe to engage the park mode.

Referring to FIG. 32 , the controller may provide one or more signals tocontrol and/or move/rotate a gear shift selector such as the second gearshift selector 112. For example, FIG. 32 shows the components of the AST42 when the vehicle 10 is stopped and the park 608 is not in alignmentwith a tooth of the park lock gear 208. In such examples, as shown bydirection arrow 612, the controller may provide one or more signals toan actuator, such as actuator 108 (shown in FIG. 9 ), to rotate thesecond gear shift selector 112 (e.g., drum). Rotation of the second gearshift selector 112 causes the cam spring 604 to rotate with the secondgear shift selector 112 shown by direction arrow 614. This rotation ofthe cam spring 604 causes the park pawl 608 to rotate as shown bydirection arrow 616. The park pawl 608 continues to rotate until ittouches the outer diameter of a gear tooth of the park lock gear 208.

Referring to FIG. 33 , the controller may continue rotating the secondgear shift selector 112 until a park position on the detent star 204 isreached. The cam spring 604 allows the park cam 606 to stop moving whilethe second gear shift selector 112 continues to rotate. This results inan increased preload on the cam spring 604. In other words, if the parkcam 606 is prevented from rotation by the park pawl 608 hitting the topof the tooth of the park gear 208, the gear selector 112 may continue torotate to the next position since the park cam 606 is actually engagedby the cam spring 604. When the park pawl 608 tops out and the selector112 keeps turning, this winds up the cam spring 604 with preload. If thevehicle rolls while the park system is in this preloaded state, thepreload may then rotate the park cam 606 and thus push the park pawl 608into the pocket of the park gear 208 once the tooth of the park pawl 608lines up with the space between the gear teeth on the park gear 208,thus engaging the park system and preventing the vehicle from rolling.

Referring to FIG. 34 , the operator of the vehicle 10 may remove theirfoot from the brake pedal, which allows some motion of the vehicle 10due to gravity or external influences. Due to this, the park lock gear208 rotates as shown by direction arrow 618. In other words, when thebrake pedal is not actuated, the brakes may be released from theplurality of ground engaging members 12, 14. This may allow somerotation of the output 120 due to gravity or external influences, whichmay cause the park lock gear 208 to rotate as shown by direction arrow618.

Referring to FIG. 35 , when sufficient rotation of the park lock gear208 occurs due to the brakes being released from the plurality of groundengaging members 12, 14, an opening (e.g., a gap between two gear teeth)may be present in the park lock gear 208 for the park pawl 608. Thepreload on the cam spring 604 forces the park pawl 608 to rotate andengage with the park lock gear 208.

Referring to FIG. 36 , due to the park pawl 608 engaging with the parklock gear 208, the second shift gear selector 112 continues to rotateuntil it is no longer able to due to the park pawl 608 engagement. Thetooth of the park pawl 208 meets with the side of the park lock gear 208and prevents further rotation of the output 120. Then, the park cam 606,in a final position, has a flat surface to control the reaction load asshown by the direction arrow 626, which keeps the park cam 606 fromrotating in the reverse direction.

FIG. 37 shows another perspective of the AST 42 and in particular, showsanother perspective the park lock gear 208 and the second gear selector112 from FIG. 9 . FIG. 37 will be used to describe an operation ofdisengaging a park lock gear, such as the park lock gear 208. Forexample, the park release is directly driven by the actuator 108 througha dowel pin 638.

In operation, based on one or more signals from the controller, theactuator 108 turns the clockwork (e.g., gears 201, 202, and/or 238) asshown by direction arrow 628. The clockwork rotates the second gearshift selector 112 as shown by direction arrow 630. The second gearshift selector 112 applies a load to the park cam 606 through the dowelpin 638 as shown by direction arrow 632. The park cam 606 rotates out ofthe way of the park pawl 608 as shown by direction arrow 634. The parkpawl 608 may self-release due to the angle of the pawl tooth and thepawl release spring 610.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

What is claimed is:
 1. An automated sequential transmission, comprising:a shift fork configured to select an operational gear through atranslation along a first direction; a first actuator operably coupledto the shift fork, wherein the first actuator rotates around an axisoriented along the first direction based on a control input indicating achange from a first gear shift position to a second gear shift position;and a second actuator operably coupled to the first actuator and theshift fork, wherein the second actuator translates horizontally on theaxis in response to the first actuator rotating around the axis.
 2. Theautomated sequential transmission of claim 1, wherein the first actuatoris a first drum and the second actuator is a second drum.
 3. Theautomated sequential transmission of claim 2, further comprising abiasing member, the biasing member biasing the second drum towards afirst position relative to the first drum.
 4. The automated sequentialtransmission of claim 3, wherein the biasing member is supported by thefirst drum.
 5. The automated sequential transmission of claim 3, whereinthe second drum is a sleeve and the first drum is received in aninterior of the second drum.
 6. The automated sequential transmission ofclaim 2, wherein the shift fork is operatively coupled to the first drumand the second drum through a pin.
 7. The automated sequentialtransmission of claim 6, wherein the pin is positioned in a first trackof the first drum and a second track of the second drum.
 8. An automatedsequential transmission (AST), comprising: a plurality of gears, whereinthe plurality of gears are selectable to provide a plurality of gearratios; a first rotating member operatively coupled to a first subset ofthe plurality of gears and configured to rotate between a plurality ofhigh speed gear shift positions; and a second rotating memberoperatively coupled to a second subset of the plurality of gears andconfigured to rotate between a plurality of low speed gear shiftpositions.
 9. The AST of claim 8, further comprising: a first shiftablemember operably coupled to the first rotating member, wherein the firstshiftable member comprises a first interface that engages with a reversegear, of the first subset of the plurality of gears, in response to thefirst rotating member being in a reverse gear shift position, of theplurality of high speed gear shift positions.
 10. The AST claim 9,wherein the first interface disengages with the reverse gear in responseto the first rotating member moving from the reverse gear shiftposition, of the plurality of high speed gear shift positions, to adifferent gear shift position.
 11. The AST of claim 9, wherein the firstinterface of the first shift fork engages with a first forward gear, ofthe first subset of the plurality of gears, in response to the firstrotating member being in a first forward gear shift position, of theplurality of high speed gear shift positions.
 12. The AST of claim 11,wherein the first interface of the first shift fork disengages with thefirst forward gear, of the first subset of the plurality of gears, inresponse to the first rotating member moving from the first forward gearshift position, of the plurality of high speed gear shift positions, toa different gear shift position.
 13. The AST of claim 9, furthercomprising: a second shiftable member operably coupled to the secondrotating member, wherein the second shiftable member comprises a secondinterface that engages with a park gear, of the second subset of theplurality of gears, in response to the second rotating member being in apark gear shift position, of the plurality of low speed gear shiftpositions.
 14. The AST of claim 13, wherein the second interfacedisengages with the park gear, of the second subset of the plurality ofgears, in response to the second rotating member moving from the parkgear shift position, of the plurality of low speed gear shift positions,to a different gear shift position.
 15. The AST of claim 13, wherein thesecond interface of the second shift fork engages with a neutral gear,of the second subset of the plurality of gears, in response to thesecond rotating member being in a neutral gear shift position, of theplurality of low speed gear shift positions.
 16. The AST of claim 15,wherein the second interface of the second shift fork disengages withthe neutral gear, of the second subset of the plurality of gears, inresponse to the second rotating member moving from the neutral gearshift position, of the plurality of low speed gear shift positions, to adifferent gear shift position.
 17. The AST of claim 8, wherein the firstsubset of the plurality of gears comprises a reverse gear, a firstforward gear, a second forward gear, a third forward gear, a fourthforward gear, and a fifth forward gear, and wherein the plurality ofhigh speed gear shift positions comprises a reverse gear shift position,a first forward gear shift position, a second forward gear shiftposition, a third forward gear shift position, a fourth forward gearshift position, and a fifth forward gear shift position.
 18. The AST ofclaim 8, wherein the second subset of the plurality of gears comprises apark gear, a neutral gear, a high range gear, a low range gear, andwherein the plurality of low speed gear shift positions comprises a parkgear shift position, a neutral speed gear shift position, a high rangespeed gear shift position, and a low range speed gear shift position.19. The AST of claim 8, further comprising: a first shift actuatoroperatively coupled to the first rotating member and configured torotate the first rotating member in response to a first control input;and a second shift actuator operatively coupled to the second rotatingmember and configured to rotate the second rotating member in responseto a second control input.
 20. An automated sequential transmission,comprising: a transmission housing; a transmission input shaftaccessible from an exterior of the transmission housing; a clutchoperatively coupled to the transmission input shaft; and a hydrauliccontrol unit (HCU), wherein at least a portion of the HCU is positionedvertically higher than a horizontal center of the clutch.
 21. The AST ofclaim 20, wherein a majority of the HCU is positioned above thehorizontal center of the clutch.
 22. The AST of claim 20, wherein theentire HCU is positioned above the horizontal center of the clutch. 23.The AST of claim 20, wherein the HCU is positioned directly above theclutch.
 24. An automated sequential transmission, comprising: atransmission housing; a transmission input shaft accessible from anexterior of the transmission housing; an assembly operatively coupled tothe transmission input shaft, the assembly being driven by thetransmission input shaft; an oil pump operatively coupled to theassembly, the oil pump being driven by the assembly.
 25. The automatedsequential transmission of claim 24, further comprising: a plurality ofgears, and wherein the transmission input shaft includes: a clutch inputshaft, and a clutch output shaft selectively engagable with the clutchinput shaft; wherein the assembly is operatively coupled to the clutchinput shaft.
 26. The automated sequential transmission of claim 24,wherein the assembly comprises: a drive member operatively coupled tothe transmission input shaft; a driven member operatively coupled to theoil pump; and a connecting member connecting the drive member to thedriven member.
 27. The automated sequential transmission of claim 26,wherein the drive member is a clutch mounted sprocket, wherein thedriven member is an oil pump mounted sprocket, and wherein theconnecting member is a chain connecting the clutch mounted sprocket tothe oil pump mounted sprocket.
 28. The automated sequential transmissionof claim 27, wherein the oil pump comprises an oil pump shaftoperatively coupled to the oil pump sprocket, and wherein a rotation ofthe transmission input shaft drives a rotation of the oil pump shaft.29. The automated sequential transmission of claim 28, furthercomprising: a clutch operatively coupled to the transmission inputshaft, and wherein the assembly is coupled to the transmission inputshaft prior to the clutch such that a rotation of the transmission inputshaft drives the rotation of the oil pump shaft even if the clutch isdisengaged.
 30. The automated sequential transmission of claim 24,further comprising: a clutch operatively coupled to the transmissioninput shaft, wherein the oil pump is positioned outside of an envelopeof the clutch.
 31. The automated sequential transmission of claim 30,wherein at least a portion of the oil pump is positioned below theclutch.
 32. The automated sequential transmission of claim 30, whereinat least a portion of the oil pump is positioned directly below theclutch.
 33. An automated sequential transmission (AST), comprising: ashift fork moveable between a plurality of gear shift positions; a firstconcentric drum operably coupled to the shift fork and configured tomove between the one or more gear shift positions based on a controlinput; and a second concentric drum operably coupled to the firstconcentric drum and the shift fork, wherein the second concentric drumis configured to move between a first position and a second positionrelative to the first concentric drum.
 34. The AST of 33, wherein thesecond concentric drum is configured to move between the first positionand the second position based on the shift fork encountering a block-outevent.
 35. The AST of 33, wherein the second concentric drum is movedaxially along a longitudinal axis between the first position and thesecond position.